System for the transfer, storage and distribution of intermodal containers

ABSTRACT

A system for the transfer, storage and distribution of intermodal containers of a plurality of lengths. The system comprises a first storage area comprising a first plurality of shafts arranged in a grid pattern along a first and second axis, a plurality of gantry cranes slidably disposed along the first axis and extending beyond the storage area, a roof structure disposed at a distance above the plurality of shafts, and a plurality of overhead cranes slidably associated with the plurality of tracks. The shafts disposed in rows along the first axis are configured to store intermodal containers of a plurality of lengths. The shafts disposed in a given row along the second axis are configured to store intermodal containers of a corresponding length. The plurality of gantry cranes are each configured to attach to and transport an intermodal container from a first location to one of a plurality of platforms slidably disposed along the first axis. The platforms delivering the intermodal container to one of the rows of the shafts along the first axis are based on the length of the intermodal container. The roof structure comprises a plurality of tracks corresponding to the rows of the shafts along the second axis. The overhead cranes are each configured to attach to and transport the intermodal container from the platforms to either one of the shafts or to a second location.

FIELD OF THE INVENTION

The invention relates generally to a system for the transfer, storageand distribution of intermodal containers.

BACKGROUND

In the global industry of international trade goods movement, theprimary method of shipping involves the use of transoceanic ships,trains, and trucks. Marine terminals have been the primary facilities inwhich ships specifically built to deliver containers are moored undergantry cranes specifically designed to transfer containers and cargoonto and off these container ships. Pier side gantry cranes, massive instructure, are aligned parallel and adjacent to the waters edge and arepositioned with the crane booms outstretched over the water. This areaof crane position and the area of land immediately under and surroundingthese cranes is referred to on the west coast longshoreman's vernacularas the highline.

The large land area immediately further inland is typically surfaced byblacktop, concrete or firm paving which create a surface upon whichvehicles transport containers to and from the pier side gantry cranearea highline. This large land area immediately further inland isdesignated for the temporary storage, stacking or parking via wheeledchassis of containers and is referred to as the container yard.Typically, another large flat paved surface area of land within themarine terminal usually adjacent to the container yard area is referredto as the on dock rail yard. This section of land is dedicated tocontainers assigned to intermodal transfer via train. The gate is theentrance and egress area of the marine terminal whereby trucks enter andleave the facility carrying the containers whereby the use of a wheeledchassis or flatbed is required to make a container mobile.

For decades, attempts have been made to invent facilities, apparatus, orautomated storage and retrieval systems specifically designed to improvethe utility of intermodal container transfer currently practiced byrailroads, conventional marine terminal operators, and stevedores.

BRIEF SUMMARY

A system for the transfer, storage and distribution of intermodalcontainers of a plurality of lengths is described. The system comprisesa first storage area comprising a first plurality of shafts arranged ina grid pattern along a first and second axis. The shafts disposed inrows along the first axis are configured to store intermodal containersof a plurality of lengths. The shafts disposed in a given row along thesecond axis are configured to store intermodal containers of acorresponding length. The system also comprises a plurality of gantrycranes slidably disposed along the first axis and extending beyond thestorage area. The plurality of gantry cranes are each configured toattach to and transport an intermodal container from a first location toone of a plurality of platforms slidably disposed along the first axis.The platforms are configured to deliver the intermodal container to oneof the rows of the shafts along the first axis based on the length ofthe intermodal container. A roof structure is disposed at a distanceabove the plurality of shafts, the roof structure comprising a pluralityof tracks corresponding to the rows of the shafts along the second axis.A plurality of overhead cranes are slidably associated with theplurality of tracks. The overhead cranes are each configured to attachto and transport the intermodal container from the platforms to eitherone of the shafts or to a second location which may be a tunnel car or aland side docking area.

In accordance with a first aspect, the gantry cranes are disposed on theroof structure.

In accordance with a second aspect, the first axis is substantiallyparallel to a quayside axis of a port and the second axis issubstantially perpendicular to the first axis.

In accordance with a third aspect, the shafts disposed in each rowcorresponding to the second axis are configured to store intermodalcontainers of uniform lengths.

In accordance with a fourth aspect, the shafts disposed in at least onerow along the second axis are configured to store intermodal containerswithin a range of lengths.

In accordance with a fifth aspect, the first location is a containership and the second location comprises any one or more of a tunnel caror a land-side docking area.

In accordance with a sixth aspect, the tunnel car is configured totraverse the rows of the shafts disposed on the first axis. The tunnelcar is configured to receive an intermodal container from one of theplurality of overhead containers and deliver the intermodal container toanother one of the plurality of overhead cranes.

In accordance with a seventh aspect, the tunnel car travels along apathway that is substantially parallel to the first axis and locatedbelow the plurality of overhead cranes.

In accordance with an eighth aspect, the system further comprises aland-side docking area comprising any one or more of a rail train or anintermodal land vehicle.

In accordance with a ninth aspect, the rail train comprises a pluralityof carbodies. Each carbody is configured to support at least oneintermodal container based on their respective lengths and the pluralityof carbodies are arranged in an order based on their respectivecontainer length capacities corresponding to the arrangement of thelengths of the intermodal containers contained in at least a subset ofthe row of storage shafts along the first axis.

In accordance with a tenth aspect, the distance between adjacentcarbodies is configured to correspond to the distance between adjacentintermodal containers stored in the subset of the row of storage shaftsalong the first axis.

In accordance with an eleventh aspect, each carbody has an assignedoverhead crane. The plurality of assigned overhead cranes are configuredto load and unload a plurality of intermodal containers onto and fromthe container platforms of the rain train either separately orsimultaneously.

In accordance with a twelfth aspect, one of a plurality of platforms isassigned to one of a plurality of gantry cranes.

In accordance with a thirteenth aspect, the platforms are eachconfigured to support at least two intermodal containers at a first andsecond staging area separately accessible by the overhead cranes and thegantry crane, respectively.

In accordance with a fourteenth aspect, the platform further comprises amechanism to move intermodal containers between the first and secondstaging areas.

In accordance with a fifteenth aspect, the system further comprises abulk platform located external to the storage area. The bulk platform isconfigured to receive cargo that is not an intermodal container andtransported the cargo to a third location outside of the storage area.

In accordance with a sixteenth aspect, the system further comprisessensors to communicate the location of the intermodal containers on theplatform and/or within the storage area.

In accordance with a seventeenth aspect, the shafts are interconnectedrectangular modules constructed from structural girders.

In accordance with an eighteenth aspect, the shafts each comprise cellguide tracks forming an aligned plurality of the container cell bays.

In accordance with a nineteenth aspect, the container cell bays arerectangular sections and configured to support a container of acorresponding length.

In accordance with a twentieth aspect, the shafts each comprise a floorthat is adjustable to any one of a plurality of heights above groundlevel.

In another embodiment, twenty-first aspect, the system further comprisesa second storage area comprising a second plurality of shafts arrangedin a grid pattern along the first and second axis. The shafts disposedin rows along the first axis are configured to store intermodalcontainers of a plurality of lengths and the shafts disposed in a givenrow along the second axis are configured to store intermodal containersof a corresponding length. The system further comprises a second roofstructure disposed at a distance at least above the second storage area.The roof structure comprises a plurality of tracks corresponding to therows of the shafts disposed along the second axis.

In accordance with a twenty-second aspect, the first and second roofstructures, including the plurality of tracks, are coextensive toprovide an extended path for the overhead cranes to the second pluralityof shafts.

In accordance with a twenty-third aspect, the system further comprises asecond plurality of gantry cranes slidably disposed along the first axisand extending outside of the second storage area. The second pluralityof gantry cranes each configured to attach to and transport anintermodal container to and from an intermodal land area adjacent thesecond storage area.

In accordance with a twenty-fourth aspect, the system further comprisesa transfer storage area located remotely from the first storage area.The transfer storage area comprises a third plurality of shafts arrangedin a grid pattern along a first and second axis. The shafts disposed inrows along the first axis are configured to store intermodal containersof a plurality of lengths corresponding to the arrangement of thelengths of intermodal containers on the carbodies of the rail train.

In accordance with a twenty-fifth aspect, the system further comprises arail network accessing the first storage area and the transfer storagearea. The rail network may be part of a substantially subterraneannetwork.

In accordance with a twenty-sixth aspect, the subterranean networkfurther comprises access for utility lines and access to at least onepassenger transportation network.

Other objects, features and advantages of the described preferredembodiments will become apparent to those skilled in the art from thefollowing detailed description. It is to be understood, however, thatthe detailed description and specific examples, while indicatingpreferred embodiments of the present invention, are given by way ofillustration and not limitation. Many changes and modifications withinthe scope of the present invention may be made without departing fromthe spirit thereof, and the invention includes all such modifications.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred and non-limiting embodiments of the invention may be morereadily understood by referring to the accompanying drawings in which:

FIG. 1 is a perspective view of one embodiment of a system for thetransfer, storage and distribution of intermodal containers of aplurality of lengths.

FIG. 2 is a top plan view of the embodiment of the system depicted inFIG. 1.

FIG. 3 is a side cross-sectional view of the embodiment of the systemdepicted in FIG. 1.

FIG. 4 is a partial side view of the embodiment of the system depictedin FIG. 1.

FIGS. 5A and 5B are front and side views of the intermodal yard andadjacent shafts, illustrating the relationship between the containerlengths, the overhead cranes and the carbodies of the rail train.

FIG. 6 is a top view of a row of shafts along the second axis and anintermodal rail yard along a first axis.

FIG. 7 depicts the operation of the overhead crane in transporting thecontainer within the structural network.

FIGS. 8A and 8B depict the operation of the overhead crane as ittransports a container from a storage shaft onto a platform.

FIGS. 9A and 9B illustrate the relationship between the overhead cranesand the carbodies and the relationship between the storage shafts andthe carbodies, each with respect to the plurality of container lengths.

FIG. 10 illustrates the subterranean network comprising the rail train,passenger train, and utility network.

Like numerals refer to like parts throughout the several views of thedrawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Specific, non-limiting embodiments of the present invention will now bedescribed with reference to the drawings. It should be understood thatsuch embodiments are by way of example only and merely illustrative ofbut a small number of embodiments within the scope of the presentinvention. Various changes and modifications obvious to one skilled inthe art to which the present invention pertains are deemed to be withinthe spirit, scope and contemplation of the present invention as furtherdefined in the appended claims.

The various embodiments disclosed herein are directed to a system forthe transfer, storage and distribution of intermodal containers of aplurality of lengths. Among the many advantages of this system is theconcentration and automation of freight terminal operations within astructural network. Within this structural network, intermodalcontainers of a plurality of sizes are preferably stored in apredetermined and repeating pattern based at least on the relativedimensions of the intermodal containers. The intermodal containers maybe transported to and from the structural network by intermodal marineor land vehicles which are configured to receive and transport theintermodal containers in the corresponding predetermined pattern. As aresult of the congruence between configuration of the stored intermodalcontainers and configuration of the intermodal marine or land vehiclesadapted to receive the intermodal containers, the loading and unloadingof the intermodal containers may be performed synchronously between thestructural network and the intermodal marine or land vehicles.

FIGS. 1-6 depict aspects of a system 1 located in a marine terminalhaving a waterside W (also referred to as quayside Q) docking area forcontainer ships S and a land-side docking area Y for land-based freighttransport.

In a preferred embodiment, the system 1 includes a plurality of quaysidegantry cranes 7 slidably supported along a first axis A-A by one or morerails 10 disposed on top of a roof structure 33. A plurality ofland-side gantry cranes 4 may additionally be provided in a mannersimilar to the quayside gantry cranes 7 on an opposing side of thequayside gantry cranes 7. The land-side gantry cranes 4 may be disposedon top of a roof structure 33 that is separate or congruent with theroof structure 33 of the quayside gantry cranes 7. In providing bothquayside and landside gantry cranes 7, 4, the system 1 permits access byany number of different intermodal transportation vehicles and allowsfor any number of simultaneous operations relating to the transfer anddistribution of intermodal containers C stored therewithin or directlybetween different types of intermodal transportation vehicles (e.g.,between container ship C and land vehicles).

The operation of the system 1 will now be described in the context oftransfer, storage and distribution of intermodal containers from thecontainer ship S to the rail train 51.

The quayside gantry cranes 7 align their boom and hoist lifts 2 byslidably moving along the rails 10 along the first axis A-A to attach tointermodal containers C on the docked container ship S. The roofstructure 33 spans an area at a distance above a plurality of verticallydisposed storage shafts 9 and include a plurality of parallel tracksalong the second axis B-B that each support a plurality of overheadcranes 37 that provide access for the intermodal containers C to andfrom the storage shafts 9 disposed underneath the roof structure 33.

Both the quayside and land-side gantry cranes 7, 4 depicted in FIGS. 1-3differ from the freestanding gantry cranes currently used in marineports in that the quayside and land-side gantry cranes 7, 4 do not havethe bulky supporting framework required of the freestanding gantrycranes, which occupy significant areas of land that cannot be put toother uses. Because the quayside and land-side gantry cranes 7, 4 aremounted on the roof structure 33, the space underneath them may beoccupied by storage shafts 9 which store intermodal containers C.

With respect to transporting cargo which is not disposed in a standardintermodal container, a bulk platform 79. This bulk platform 79 isconfigured to receive cargo and is disposed on a separate rail externalto the storage area to transport the bulk platform 79 to another areafor further storage or transportation another intermodal vehicle.

Returning now to the exemplary operation of the system 1, the quaysidegantry cranes 7 each utilize a hoist lift 2 to attach a container C onthe container ship S and deliver the attached container C to one of aplurality of platforms 63. In a preferred embodiment, each quaysidegantry crane 7 has at least one platform 63 assigned to it.

The platforms 63 are slidably disposed along the outer perimeter of thestorage area along the first axis A-A along a linear track 62 that iswelded, bolted or otherwise fastened to an outer wall 57 of thestructural network. The platforms 63 deliver the container C to one of aplurality of overhead cranes 37 which provide ingress to a plurality ofstorage shafts 9 disposed in rows along a second axis B-B. In apreferred embodiment, the second axis B-B is substantially perpendicularto the first axis A-A and each track is has a defining hallway 22 havinga width configured to accommodate a given length of a container C. Thus,each overhead crane 37 is associated with one of a plurality of storageshafts 9 which are specially configured to store a containers C of acorresponding length.

The platforms 63 may include sensors to register information about thecontainer C disposed thereupon, such as its dimensions, contents,origin, destination, and any other information relevant to thetransportation or storage of the container. The platforms 63 deliver thecontainer C to the appropriate overhead crane 37 that accesses storageshafts 9 configured to store the container C based on its length. In apreferred embodiment, the platform 63 is configured to support at leasttwo intermodal containers C at a first and second staging area 67, 69which is separately accessible by the overhead cranes 37 and thequayside gantry cranes 7, respectively. Because the operation of thesystem 1 includes both gantry cranes 7 and overhead cranes 37 accessingcontainers C on the same platform 63, it is desirable to maintainseparate areas of access to avoid a conflicting airspace.

As further shown in FIG. 4, the quayside gantry crane 7 is depicted ashaving an access to the second staging area 69 via crane spreader beam73 and the overhead crane 37 is depicted as having an access to thefirst staging area 67 via an extension of periscope 55 that transportsthe container C across the outer wall 57 of the storage area. In apreferred embodiment, the first staging area 67 is on the side of theplatform 63 closer to the plurality of storage shafts 9 and the secondstaging area 69 is on the side of the platform 63 closer to the quaysidearea. The platform 63 may include mechanical means to shift thecontainer between the first and second positions.

FIGS. 7-8 depicts one aspect of the operation of the overhead cranes 37.The overhead cranes 37 are each slidably associated with one of aplurality guideways 39 along the second axis B-B. The overhead cranes 37attach to a container C via an associated hoist mechanism 64. In apreferred embodiment, the guideways 39 are disposed underneath the roofstructure 33 and are limited to traveling in the direction of the secondaxis B-B only. As each one of the plurality of guideways 39 disposedunderneath the roof structure 33 correspond to a row of storage shafts 9along the second axis B-B, all of the storage shafts 9 accessible by anygiven overhead crane 37 are configured to store containers C of acorresponding or, more preferably, a single length. In one preferredembodiment, as the intermodal containers are ISO standard containershaving one of five common standard lengths of 20, 40, 45, 48 and 53feet, the rows of storage shafts 9 along the second axis B-B areconfigured to store one or a range of the foregoing container lengths.

Once the overhead crane 37 attaches to a container C delivered by theplatform 63, the overhead crane 37 may transport the attached containerC to the appropriate storage shaft 9 within that row based on anyadditional ones of a plurality of parameters other than its length, suchas, for example, container contents, container weight, length ofexpected storage time, origin, destination, etc. Storage shafts 9 withina given row may be designated for containers based on any number ofparameters based on the types of containers C that are stored.Alternatively, the overhead crane 37 may transport the attachedcontainer C directly to a second location. The second location may be atunnel car 45 or a land-side docking area 23 comprising any one or moreof a rail train 51 or other intermodal land vehicle, such as a truck.

The tunnel cars 45 travel along tracks 46 disposed along a pathway 48that traverses the storage area along the first axis A-A. In oneembodiment, different sets of tunnel cars 45 may be assigned fordifferent length segments of the storage area along the first axis A-A.In an alternative embodiment, one or a plurality of tunnel cars 45 maytraverse the entire length of the storage area via a tunnel car pathway48. The tunnel cars 45 provide greater access between different rows ofstorage shafts 9 along the first axis A-A than is provided by theplatforms 63 which are configured to access only a subset of theavailable storage shafts 9 rows. In a preferred embodiment, the tunnelcar pathway 48 traverses the entire storage area along the first axisA-A.

It is desirable to position the tunnel cars 48 as close to the overheadcranes 37, but yet not so close as to interfere with the movement of theoverhead cranes 37 and an attached container C as it intersects andpasses over the tunnel car pathway 48. Positioning the tunnel cars 48closer to the overhead cranes 37 reduces the distance that thecontainers C must travel to the tunnel cars 48 and thus the time that itwill take to transfer the container C between the overhead cranes 37 andthe tunnel cars 45. In a preferred embodiment, the tunnel car pathways48 is preferably located at a distance from the roof structure 33 so asto not interfere with the path of the overhead crane 37 and anyassociated container C it may be transporting. Accordingly, in oneembodiment, the tunnel cars 45 are configured to transport thecontainers just below a plane that extends across the tops of thestorage shafts 9. This places the tunnel car 45 in sufficient proximityto the overhead cranes 37 without interfering with the range of airspacethat is used by the overhead crane 37 when it is transporting acontainer C.

The storage area corresponds to the area that is occupied by theplurality of storage shafts 9 and is arranged in a grid pattern along afirst axis A-A and a second axis B-B. While adjacent rows of the storageshafts 9 along the first axis A-A are identical, the storage shafts 9within each row along the first axis A-A may have any one of a pluralityof lengths. In contrast, while adjacent row of storage shafts 9 alongthe second axis B-B may be different with respect to the length ofcontainers C they are configured to store, the storage shafts withineach row long the second axis B-B is configured to store intermodalcontainers C of a corresponding length and, in some cases, identicallengths.

In a particularly preferred embodiment, the row of storage shafts alongthe first axis A-A will comprise repeating subunits of containers Chaving a plurality of lengths. FIGS. 9A-9B shows one exemplary subunitof nine (9) containers having lengths of 40, 40, 20, 40, 53/45, 40, 40,20, and 40 feet containers. This pattern of nine (9) containers may beprovided in a repeating fashion along the first axis A-A.

In another particularly preferred embodiment, the corresponding lengthof the containers C in the row along the second axis B-B is a singlelength. Thus, storage shafts 9 disposed in the row along the second axisB-B are configured to store, for example, only intermodal containers Cwhich are 40 feet in length. Adjacent storage shafts 9 along the secondaxis B-B may store containers C of the same or another length, so longas all of the storage shafts 9 along that axis share a correspondinglength. Thus, while storage shafts 9 in adjacent rows along the secondaxis B-B may store containers C of different lengths, the storage shafts9 within a row along the second axis B-B are identical in that they areconfigured to store the containers C of corresponding lengths.

As explained above, each individual storage shaft 9 is configured tostore containers C of a corresponding length. In a particularlypreferred embodiment, the storage shaft 9 comprises structural girders11 forming rectangular modules when fused, welded or otherwise attachedto create a larger rectangular structure. The corresponding length ofthe storage shaft 9 may be a range of lengths (such as 45 to 52 feet) ora single length, as dictated by one of the lengths of a standard ISOcontainer. As the standard ISO containers typically have a uniformheight of about 8 feet, the height of the storage shaft 9 will generallycorrespond to the number of containers C desired to be stacked in asingle shaft 9. In a preferred embodiment, all of the storage shafts 9contained within a storage area have a uniform height. Regardless of theheight, however, the storage shafts 9 within a storage area may havevarying lengths based on the length of the container C a particularstorage shaft 9 is intended to store.

FIG. 6 depicts a row 22 of storage shafts 9 along the second axis B-Bconfigured to store containers C of a single length. A total of twelve(12) storage shafts 9 are depicted in FIG. 6 in which alternating shafts9 are depicted as having stored containers C. Thus, six (6) of theshafts 9 have containers C and the remaining six (6) are shown as beingempty.

Each one of the storage shafts 9 is depicted as having a modularrectangular configuration having a floor 15 that is either at groundlevel, above ground level or below ground level. Guide tracks 13 aredisposed along the vertical length of the storage shaft 9 to ensure thatcontainers C of a selected dimension may be stacked on top of oneanother. As each of the eight corners of the containers C comprisecastings or fittings with openings for twistlock fasteners, thesecastings constitute the points of contact between adjacent stackedcontainers C stored within the storage shaft 9. The guide tracks 13 arebolted, welded or otherwise fastened to vertical length of the storageshaft 9 ensure that that the containers C within a single storage shaft9 are stacked on top of one another in substantial alignment at thecorner castings. In a preferred embodiment, the guide tracks 13 arefitted to provide a close fit with the four corners of the containers C.The guide tracks 13 may include attachment points for a plurality ofobstructing members which may couple the attachment points to create anelevated floor 17 as shown in FIG. 2.

As described above, storage shafts 9 along the second axis B-B may beconfigured to store containers C of a corresponding length. It isunderstood that containers C of a corresponding length may include thosewhich may have different lengths (e.g., 45 and 53 feet), but may behandled and attached using a spreader associated with the overhead crane37 having the same attachment points. Particularly in the case of 45-and 53-foot containers, it may be the case that in certain marineterminals, either one or both of the 45- and 53-foot containers arerelatively uncommon as compared to containers of other sizes. Therefore,it may not be economical to dedicate an entire row of shafts 9 to asingle one of these container lengths. Because 45- and 53-footcontainers may be handled by a single spreader that may attach to bothcontainer sizes at attachment points at the same relative location, thehallway 22 corresponding to storage shafts 9 for these containers may beconfigured to have a width that at least accommodates the larger of thecontainers and the individual storage shafts 9 may be configured withguide tracks 13 that support either one of the 45- or 53-footcontainers.

As more fully depicted in FIGS. 5A-B and 9A-B, the significance of thegrid configuration of the structural network, in which the containers Care sorted based on their respective dimensions, particularly lengths,is that it permits a more efficient loading and unloading of thecontainers C onto and from rail trains having a plurality of carbodies,each having one or more specific length capacities, arranged in aconfiguration corresponding to at least a subset of the storage shafts 9along the first axis A-A. Because containers C of a plurality of lengthsare stored in a predetermined and repeating pattern along the first axisA-A, the containers C may be transferred between the structural networkand intermodal marine or land vehicles configured to receive andtransport the intermodal containers in the corresponding predeterminedpattern. As a result of the congruence between configuration of thestored intermodal containers and configuration of the intermodal marineor land vehicles adapted to receive the intermodal containers, theloading and unloading of the intermodal containers may be performedsynchronously between the structural network and the intermodal marineor land vehicles.

As shown in FIGS. 5A-B, a powered rail conveyer train 51 may be providedcomprising a plurality of carbodies which may be flat cars or well cars.Each one of the carbodies is configured to accommodate one or morecontainers C of a length. Significantly, the arrangement of theindividual carbodies and the distance between them is congruent with asubset of the containers C stored in shafts disposed along the firstaxis A-A. FIGS. 9A-9B depict one of a repeating subunit of a 9 wellstorage shafts 9 having corresponding overhead cranes 37 which deliverthe containers C onto corresponding carbodies (51A-I)of a rail conveyertrain 51. The distance between the adjacent stored containers C alongthe first axis A-A is identical to the distance between the adjacentcontainers C placed on the respective carbodies (51A-I) of the railconveyer train 51.

In one preferred embodiment, the rail conveyer train 51 may havecarbodies to each one of the corresponding shafts 9 to service theentirety of the row of shafts along the first axis A-A. In anotherpreferred embodiment, the rail conveyer train 51 may have carbodies to asubset of the entire row of shafts along the first axis A-A.

While the operation of the system 1 will has been described in thecontext of transfer, storage and distribution of intermodal containersfrom the container ship S to the rail train 51, it is understood thatthe system 1 encompasses any number of other transfers and distributionof intermodal containers, such as the transfer of intermodal containersfrom the land-side docking area to the container ship S, the transfer ofintermodal containers within the different storage shafts and within thesame or different rows.

Moreover, owing to the modular nature of the system 1, it is understoodthat the structural network may be expanded in both directions along thefirst and second axes as dictated by the demands and capacity of aparticular terminal. For example, the system in FIGS. 1-3 depict storageshafts 9 extending from both sides of the rail train 51 which mayoperate simultaneously in the manner as described above.

As implementation of the system 1 described herein produces asignificantly faster and more efficient transfer of containers forintermodal transportation, while at the same time providing a greatercapacity of storage of containers. Thus, with the implementation of thesystem 1, it becomes possible to consolidate to fewer marine terminals.This, in turn, results in a reduction of the rail/land network fortransporting the containers from the marine terminals to furtherdistribution points.

The system 1 may further comprise transfer storage and distributionareas located remotely from the marine terminal and connected by asubstantially subterranean network. The transfer storage anddistribution areas comprise a plurality of shafts arranged in the samemanner as described with respect to those at the marine terminal, butmay be of a smaller scale.

FIG. 10 depicts the expanded network that may be interconnected with themarine terminal depicted in FIGS. 1-3. The expanded network may comprisea subterranean cargo pipeline that is used by the rail train 51 totransport containers C from the marine terminal to other destinations,including the transfer storage and distribution areas. As the rail train51 may be an unmanned and electrically powered, significant savings inmanpower and energy are provided over transporting cargo viaconventional over-land freight trains. A passenger transportationpipeline may additional be provided within or, more preferably,separately from the cargo pipeline. Additionally, the passengertransportation pipeline may be configured to interconnect with existingtransportation network. Utility, water and sewage lines may similarly bedisposed within or in separate pipelines.

The invention described and claimed herein is not to be limited in scopeby the specific preferred embodiments disclosed herein, as theseembodiments are intended as illustrations of several aspects of theinvention. Indeed, various modifications of the invention in addition tothose shown and described herein will become apparent to those skilledin the art from the foregoing description. Such modifications are alsointended to fall within the scope of the appended claims.

1. A system for the transfer, storage and distribution of intermodalcontainers of a plurality of lengths, the system comprising: a firststorage area comprising a first plurality of shafts arranged in a gridpattern along a first and second axis, wherein the shafts disposed inrows along the first axis are configured to store intermodal containersof a plurality of lengths and wherein the shafts disposed in a given rowalong the second axis are configured to store intermodal containers of acorresponding length; a plurality of gantry cranes slidably disposedalong the first axis and extending beyond the storage area, theplurality of gantry cranes each configured to attach to and transport anintermodal container from a first location to one of a plurality ofplatforms slidably disposed along the first axis, the platformsdelivering the intermodal container to one of the rows of the shaftsalong the first axis based on the length of the intermodal container; aroof structure disposed at a distance above the plurality of shafts, theroof structure comprising a plurality of tracks corresponding to therows of the shafts along the second axis; and a plurality of overheadcranes slidably associated with the plurality of tracks, the overheadcranes each configured to attach to and transport the intermodalcontainer from the platforms to either one of the shafts or to a secondlocation.
 2. The system of claim 1, wherein the gantry cranes aredisposed on the roof structure.
 3. The system of claim 1, wherein thefirst axis is substantially parallel to a quayside axis of a port andthe second axis is substantially perpendicular to the first axis andwherein the first location is a container ship.
 4. The system of claim1, wherein the shafts disposed in each row corresponding to the secondaxis are configured to store intermodal containers of uniform lengths.5. The system of claim 1, wherein the shafts disposed in at least onerow along the second axis are configured to store intermodal containerswithin a range of lengths.
 6. The system of claim 1, wherein the secondlocation comprises any one or more of a tunnel car or a land-sidedocking area.
 7. The system of claim 6, wherein the tunnel car isconfigured to traverse the rows of the shafts disposed on the firstaxis, the tunnel car configured to receive an intermodal container fromone of the plurality of overhead containers and deliver the intermodalcontainer to another one of the plurality of overhead cranes.
 8. Thesystem of claim 7, wherein the tunnel car travels along a pathway thatis substantially parallel to the first axis and located below theplurality of overhead cranes.
 9. The system of claim 1, furthercomprising a land-side docking area comprising any one or more of a railtrain or an intermodal land vehicle.
 10. The system of claim 9, whereinthe rail train comprises a plurality of carbodies, wherein each carbodyis configured to support at least one intermodal container based ontheir respective lengths and wherein the plurality of carbodies arearranged in an order based on their respective container lengthcapacities corresponding to the arrangement of the lengths of theintermodal containers contained in at least a subset of the row ofstorage shafts along the first axis.
 11. The system of claim 10, whereinthe distance between adjacent carbodies is configured to correspond tothe distance between adjacent intermodal containers stored in the subsetof the row of storage shafts along the first axis.
 12. The system ofclaim 11, wherein each carbody has an assigned overhead crane andwherein the plurality of assigned overhead cranes are configured to loadand unload a plurality of intermodal containers onto and from thecontainer platforms of the rain train either separately orsimultaneously.
 13. The system of claim 1, wherein one of a plurality ofplatforms is assigned to one of a plurality of gantry cranes.
 14. Thesystem of claim 13, wherein the platforms are each configured to supportat least two intermodal containers at a first and second staging areathat is separately accessible by the overhead cranes and the gantrycrane, respectively.
 15. The system of claim 14, wherein the platformfurther comprises a mechanism to move intermodal containers between thefirst and second staging areas.
 16. The system of claim 1, furthercomprising a bulk platform located external to the storage area, thebulk platform configured to receive cargo that is not an intermodalcontainer and transport the cargo to a third location outside of thestorage area.
 17. The system of claim 1, further comprising sensors tocommunicate the location of the intermodal containers on the platformand/or within the storage area.
 18. The system of claim 1, wherein theshafts are interconnected rectangular modules constructed fromstructural girders.
 19. The system of claim 18, wherein the shafts eachcomprise cell guide tracks forming an aligned plurality of the containercell bays.
 20. The system of claim 19, wherein the container cell baysare rectangular sections and configured to support a container of acorresponding length.
 21. The system of claim 1, wherein the shafts eachcomprise a floor that is adjustable to any one of a plurality of heightsabove ground level.
 22. The system of claim 6, further comprising: asecond storage area comprising a second plurality of shafts arranged ina grid pattern along the first and second axis, wherein the shaftsdisposed in rows along the first axis are configured to store intermodalcontainers of a plurality of lengths and wherein the shafts disposed ina given row along the second axis are configured to store intermodalcontainers of a corresponding length; and a second roof structuredisposed at a distance at least above the second storage area, the roofstructure comprising a plurality of tracks corresponding to the rows ofthe shafts disposed along the second axis.
 23. The system of claim 22,wherein the first and second roof structures, including the plurality oftracks, are coextensive to provide an extended path for the overheadcranes to the second plurality of shafts.
 24. The system of claim 23,further comprising: a second plurality of gantry cranes slidablydisposed along the first axis and extending outside of the secondstorage area, the second plurality of gantry cranes each configured toattach to and transport an intermodal container to and from anintermodal land area adjacent the second storage area.
 25. The system ofclaim 11, further comprising a transfer storage area located remotelyfrom the first storage area, the transfer storage area comprising athird plurality of shafts arranged in a grid pattern along a first andsecond axis, wherein the shafts disposed in rows along the first axisare configured to store intermodal containers of a plurality of lengthscorresponding to the arrangement of the lengths of intermodal containerson the carbodies of the rail train.
 26. The system of claim 25, furthercomprising a rail network accessing the first storage area and thetransfer storage area.
 27. The system of claim 26, wherein the railnetwork is part of a substantially subterranean network.
 28. The systemof claim 27, wherein the subterranean network further comprises accessfor utility lines and access to at least one passenger transportationnetwork.